Locomotive-engine.



PATENTED MAR. '10, 1903.

F. J. COLE. LOCOMOTIVE ENGINE.

APPLICATION FILED AUG. 22, 1902.

4 SHEETS-*SHEET 1.

H0 MODEL.

No. 722,356. PATENTED MAR. 10, 1903.

F. J. COLE. LOGOMOTIVE ENGINE.

APPLICATION FILED AUG. 22, 1902. no MODEL. 4 sums-sum 2.

FIG.2.

PATENTED MAR. 10, 1903.

F. J. COLE. LOGOMOTIVE ENGINE. APPLICATION FILED AUG. 22, 1902.

4 SHEETS-SHEET 3 N0 MODEL.

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APPLICATION FILED AUG. 22, 1902. N0 MODEL.

4 SHEETS-SHEET 2 FIG.5.

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I'ICFD ATENT FFICE.

FRANCIS J. COLE, OF SCHENECTADY, NEW YORK, ASSIGNOR TO AMERICANLOCOMOTIVE COMPANY, OF NEWV YORK, N. Y., A CORPORATION OF NEW YORK.

LQCOMOTIVE-ENGINE.

SPECIFICATION forming part of Letters Patent No. 722,356, dated March10, 1903.

Application filed August 22, 1902. Serial No. 120,690. (No model.)

To a whom it may concern:

Be it known that I, FRANCIS J. COLE, of Schenectady, in the county ofSchenectady and State of New York, have invented a certain new anduseful Improvement in Locomotive-Engines, of which improvement thefollowing is a specification.

My invention relates to locomotive-engines of the balanced type, inwhich strains resultant upon the movement of reciprocating elements arecounteracted and substantially eliminated by the movement ofreciprocating elements of practically corresponding weight in relativelyopposite direction.

My invention, while applicable to simple or single-expansionlocomotive-engines having four cylinders, is more particularly designedforapplicationin compound locomotives; and its object is to provide afour-cylinder compound locomotive in which the balanced action ofcylinders having pistons connected to oppositely-set crank-pins may beobtained without the disadvantage of employing unduly shortconnecting-rods and in which the inside cylinders may be so disposedthat the valve-chests for each pair of high and low pressure cylindersmay be made continuous, the valves thereby be of the lightest possibleconstruction and exactly alike, and the guides for the inside cylindersbe so supported that the back heads of said cylinders may be removedwithout taking down the guides.

The improvement claimed is hereinafter fully set forth.

In the accompanying drawings, Figure 1 is a diagrammatic side view inelevation of a locomotive-engine, illustrating an application of myinvention; Fig. 2, a view, partly in plan and partly in horizontalsection on the line a a of Fig. l and on an enlargedscale, of theforward portion of the same; Fig. 3, a partial vertical longitudinalsection on the line b b of Fig. 2; and Figs. 4 and 5, verticaltransverse sections on the lines a c and (Z d, respectively, of Fig. 1.

My invention is herein exemplified as applied in a four-cylindercompound locomotive of the present standard Atlantic type-4.. e., onewhich is supported on two pairs of driving-wheels 1 1, a four-wheeledleading truck 2, and a pair of trailing wheels 3. The smoke-box 4 of theboiler 4 rests upon and is connected to a pair of cylindersaddles 12,the lower and outer portions of which are secured to the frames 8 of theengine and which are cast integral with a pair of outside low-pressurecylinders 12 the pistonsof which are secured to piston-rods 40, whoseouter ends are fixed to cross-heads 11, traversing on guides 11.Thecross-heads 11 of the low-pressure cylinders are coupled by main rods41 to crank-pins 42 on the rear driving-wl1eels,'and the front and reardriving-wheels are coupled by coupling or side rods 43.

The construction thus far described is that which, in connection with awide fire-box 5, located above the trailing wheels, generallycharacterizes Atlantic type engines of the most recent and approvedtype.

In the practice of my invention 1 providea pair of high-pressurecylinders 12, which are preferably, as shown, cast integral and asclosely together as is conveniently practicable. The high-pressurecylinders 12" are located between the frames 8, and in order to admit ofthe employment of connecting-rods of the maximum length attainable theyare set in advance of the low-pressure-cylinder saddles 12 and betweenthe same and the buffer-beam 44. The frames 8 are reduced in thicknessforward of the low-pressure-cylinder saddles 12, and the high-pressurecylinders are provided with lateral flanges 45, which abut against andare firmly secured to the frames. The pistons 40 of the high-pressurecylinders are fixed upon piston-rods 40, to the outer ends of which aresecured crossheads 11", which traverse on guides 11 of any suitable andpreferred form, which are bolted to the bottoms of the low-pressuresaddles 12. The high pressure cylinders are set sufficiently far inadvance of the saddles 12 to permit of the back heads 12 of thehigh-pressure cylinders to be removed without disturbing the guides. Thecross-heads 11 of the high-pressure cylinders are coupled by main rods41 to crank-pins 1 on cranks 1, formed on the front driving axle 1, saidcranks being set at an angle of ninety degrees one to the other and eachbeing set op positely to--that is, one hundred and eighty degreesfromthe arm of the crank-pin 42, to which the main rod of the adjacentlowpressure cylinder is coupled. The pistons of the high and lowpressure cylinders are thus adapted to reciprocate in relativelyopposite directions, with the result of effecting a subsotantial balanceof the reciprocating memers.

A distribution valve-chest 12 is located above and preferably, as shown,is cast integral with each of the high-pressure cylinders 12, saidvalve-chests being located in line axially with and being continuouswith the distribution valve-chests 12 of the low-pressure cylinders. Theseveral valve-chests are connected with their respective cylinders bythe usual induction and eduction ports and passages and are fitted withsuitable distribution-valves of the piston type, the valves of each pairof high and low pressure cylinders being connected to a commonvalve-stem and operated coincidently by a link-motion or other suitableand preferred form of actuatin g mechanism. Distribution-valves of thetype referred to being familiar to those skilled in locomotiveconstruction and not forming part of my present invention, these valvesare not herein set forth.

Under the abovedescribed construction the valve-chests may be readilyfinished and correctly adjusted in position, the connected valves madeas light as possible, of exactlysimilar construction, and convenientlyoperable by the actuating mechanism employed.

A feature of substantial advantage in practice which characterizes myinvention consists in the capability of employing hi gh-pressure mainrods of ample length without the necessity of increasing the wheel-base.This being maintained the same as in simple engines, the low-pressuremain rods may be coupled to the rear driving-wheels, and this means ofconnection has been demonstrated to be a desirable one.

While my invention has been herein shown as applied in an Atlantic-typelocomotive, in view of the general and increasing employment of enginesof that class it will be obvious that it is not limited in applicationthereto, and it will also be seen that, if desired, all four of thecylinders may be simple or single-expansion without departure from thespirit of my invention.

I claim as my invention and desire to secure by Letters Patent 'i. In alocomotive-engine, the combination of lo, a cylinder-saddle, acylinderthereon on ra a-.8 of the frame, a cylinder connected to the inside ofthe frame, independently and in front of the cylinder-saddle, a pistonand piston-rod in each of said cylinders, two driving-axles, connectionsfrom the piston-rod of the inside cylinder to the pin of a crank on theforward driving-axle, connections from the piston-rod of the outsidecylinder to a crank-pin, set oppositely to that of the inside cylinder,on a wheel fixed to the rear drivingaxle, and valve-chests for thereception of valves for controlling the distribution functions of theinside and outside cylinders.

2. In a locomotive-engine, the combination of a frame, acylinder-saddle, a cylinder thereon outside of the frame, a distributionvalvechcst therein inside of the frame, a cylinder connected to theinside of the frame, independently and in front of the cylinder-saddle,a distribution valve-chest fixed to the inside cylinder, in line withthe valve-chest of the outside cylinder, a piston and piston-rod in eachof said cylinders, two driving-axles, connections from the piston-rod ofthe inside cylinder to the pin of a crank on the forward driving-axle,and connections from the piston-rod of the outside cylinder to acrank-pin, set oppositely to that of the inside cylinder, on a wheelfixed to the rear driving-axle.

3. In alocomotiVe-engine, the combination of a frame, a cylinder-saddle,a cylinder thereon outside of the frame, a cylinder connected to theinside of the frame, independently and in front of the cylinder-saddle,a piston and piston-rod in each of said cylinders, a guide, fixed to thecylinder-saddle, for the pistonrod of the inside cylinder, twodriving-axles,

connections from the piston-rod of the inside cylinder to the pin of acrank on the forward axle, connections from the piston-rod of theoutside cylinder to a crank-pin, set oppositely to that of the insidecylinder, on a wheel fixed to the rear driving-axle, and valve-chestsfor the reception of valves for controlling the distribution functionsof the inside and outside cylinders.

4. In a locomotive-engine, the combination of a pair of frames, a pairof cylinder-saddles connected centrally one to the other and connectedlaterally to the frames, a low-pressure cylinder located outside of theframe on each of the cylinder-saddles, a low-pressure dis tributionvalve-chest located above the frame in each of the cylinder-saddles,apair of highpressure cylinders cast integral one with the other, andwith a pair of distribution valvechest-s each in line with alow-pressure valvechest, the axes of the high-pressure cylinders beingbelow the bottom plane of the cylindersaddles and the high-pressurecylinders 'being set in front of the cylinder-saddles, between theframes and connected thereto independently of the cylinder-saddles,guides, fixed to the bottoms of the cylinder-saddles, for thepiston-rods of the high-pressure cylinders, two driving-axles,connections from the piston-rods of the high-pressure cylinders to thepins of double cranks set qua'rtering on the forward axle, andconnections from the piston-rods of the low-pressure cylinders tocrank-pins, each set oppositely to that of the adjoining high-pressurecylinder, on wheels fixed to the rear driving-axle.

5. In a locomotive-engine, the combination of a pair of low-pressurecylinders fixed to saddles and located outside of the engineframes, anda pair of high-pressure cylinders IIO located inside of theengine-frames and in front of the low-pressure cylinders, and fixed tothe engine-frames.

6. In a locomotive-engine, the combination of a pair of low-pressurecylinders fixed to saddles and located outside of the engineframes, apair of high-pressure cylinders located inside of the engine-frames andin front of the low-pressure cylinders and fixed to the engine frames,connecting mechanism for applying the pressure in the high-pressurecylinders in the rotation of a cranked driving-axle, and connectingmechanism for applying the pressure in the low-pressure cylinder in therotation of another driving-axle at points diametrically opposite thepoints of application of the pressure in the high-pressure cylinders.

7. In a locomotive-engine, the combination of a frame of reducedthickness forward of the portion thereof which abuts on thecylinder-saddle, a cylinder-saddle connected to said frame, a cylinderfixed on said saddle outside of said frame, a cylinder connected to theinside of the reduced-thickness portion of the frame, independently ofthe cylinder-saddle, a piston and piston-rod in each of said cylinders,two driving-axles, connections from the piston-rod of the insidecylinder to the pin of a crank on the forward driving-axle, connectionsfrom the piston-rod of the outside cylinder to a crank-pin, setoppositely to that of the inside cylinder, on a Wheel fixed to the reardriving-axle,and valvechests for the reception of valves for controllingthe distribution functions of the inside and outside cylinders.

FRANCIS J. COLE.

Witnesses:

F. V. HOGA, G, ELLIS Rosa

